US9708925B2 - Adjustable-trim centrifugal compressor, and turbocharger having same - Google Patents

Adjustable-trim centrifugal compressor, and turbocharger having same Download PDF

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Publication number
US9708925B2
US9708925B2 US14/573,603 US201414573603A US9708925B2 US 9708925 B2 US9708925 B2 US 9708925B2 US 201414573603 A US201414573603 A US 201414573603A US 9708925 B2 US9708925 B2 US 9708925B2
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Prior art keywords
halves
annular ring
compressor
ring
inlet
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US20160177956A1 (en
Inventor
Hani Mohtar
Pascal Villemin
Stephane Pees
William Joseph Smith
Aurelien Tingaud
Lionel Toussaint
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Garrett Transportation I Inc
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Honeywell International Inc
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Assigned to HONEWELL INTERNATIONAL INC. reassignment HONEWELL INTERNATIONAL INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SMITH, WILLIAM JOSEPH, TOUSSAINT, LIONEL, MOHTAR, HANI, PEES, STEPHANE, TINGAUD, AURELIEN, VILLEMIN, Pascal
Priority to EP15199426.6A priority patent/EP3043045B1/en
Priority to EP18172496.4A priority patent/EP3392483A1/en
Priority to CN201510941855.9A priority patent/CN105715360B/zh
Publication of US20160177956A1 publication Critical patent/US20160177956A1/en
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Publication of US9708925B2 publication Critical patent/US9708925B2/en
Assigned to GARRETT TRANSPORATION I INC. reassignment GARRETT TRANSPORATION I INC. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: HONEYWELL INTERNATIONAL INC.
Assigned to JPMORGAN CHASE BANK, N.A., AS ADMINISTRATIVE AGENT reassignment JPMORGAN CHASE BANK, N.A., AS ADMINISTRATIVE AGENT SECURITY INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Garrett Transportation I Inc.
Assigned to WILMINGTON SAVINGS FUND SOCIETY, FSB, AS SUCCESSOR ADMINISTRATIVE AND COLLATERAL AGENT reassignment WILMINGTON SAVINGS FUND SOCIETY, FSB, AS SUCCESSOR ADMINISTRATIVE AND COLLATERAL AGENT ASSIGNMENT AND ASSUMPTION OF SECURITY INTEREST IN PATENTS Assignors: JPMORGAN CHASE BANK, N.A., AS RESIGNING ADMINISTRATIVE AND COLLATERAL AGENT
Assigned to Garrett Transportation I Inc. reassignment Garrett Transportation I Inc. RELEASE BY SECURED PARTY (SEE DOCUMENT FOR DETAILS). Assignors: WILMINGTON SAVINGS FUND SOCIETY, FSB
Assigned to JPMORGAN CHASE BANK, N.A., AS ADMINISTRATIVE AGENT reassignment JPMORGAN CHASE BANK, N.A., AS ADMINISTRATIVE AGENT SECURITY AGREEMENT Assignors: Garrett Transportation I Inc.
Assigned to JPMORGAN CHASE BANK, N.A., AS ADMINISTRATIVE AGENT reassignment JPMORGAN CHASE BANK, N.A., AS ADMINISTRATIVE AGENT CORRECTIVE ASSIGNMENT TO CORRECT THE THE TYPOS IN THE APPLICATION NUMBER PREVIOUSLY RECORDED AT REEL: 056111 FRAME: 0583. ASSIGNOR(S) HEREBY CONFIRMS THE ASSIGNMENT. Assignors: Garrett Transportation I Inc.
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00—Regulating or controlling by varying flow
    • F01D17/10—Final actuators
    • F01D17/12—Final actuators arranged in stator parts
    • F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
    • F01D17/146—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by throttling the volute inlet of radial machines or engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
    • F02C6/04—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output
    • F02C6/10—Gas-turbine plants providing heated or pressurised working fluid for other apparatus, e.g. without mechanical power output supplying working fluid to a user, e.g. a chemical process, which returns working fluid to a turbine of the plant
    • F02C6/12—Turbochargers, i.e. plants for augmenting mechanical power output of internal-combustion piston engines by increase of charge pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/002—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids by varying geometry within the pumps, e.g. by adjusting vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D27/00—Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
    • F04D27/02—Surge control
    • F04D27/0253—Surge control by throttling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/40—Casings; Connections of working fluid
    • F04D29/42—Casings; Connections of working fluid for radial or helico-centrifugal pumps
    • F04D29/44—Fluid-guiding means, e.g. diffusers
    • F04D29/46—Fluid-guiding means, e.g. diffusers adjustable
    • F04D29/462—Fluid-guiding means, e.g. diffusers adjustable especially adapted for elastic fluid pumps
    • F04D29/464—Fluid-guiding means, e.g. diffusers adjustable especially adapted for elastic fluid pumps adjusting flow cross-section, otherwise than by using adjustable stator blades
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00—Regulating or controlling by varying flow
    • F01D17/10—Final actuators
    • F01D17/12—Final actuators arranged in stator parts
    • F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
    • F01D17/141—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of shiftable members or valves obturating part of the flow path
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00—Regulating or controlling by varying flow
    • F01D17/10—Final actuators
    • F01D17/12—Final actuators arranged in stator parts
    • F01D17/14—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits
    • F01D17/148—Final actuators arranged in stator parts varying effective cross-sectional area of nozzles or guide conduits by means of rotatable members, e.g. butterfly valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/40—Application in turbochargers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2250/00—Geometry
    • F05D2250/30—Arrangement of components
    • F05D2250/31—Arrangement of components according to the direction of their main axis or their axis of rotation
    • F05D2250/313—Arrangement of components according to the direction of their main axis or their axis of rotation the axes being perpendicular to each other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2250/00—Geometry
    • F05D2250/50—Inlet or outlet
    • F05D2250/51—Inlet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2270/00—Control
    • F05D2270/01—Purpose of the control system
    • F05D2270/10—Purpose of the control system to cope with, or avoid, compressor flow instabilities
    • F05D2270/101—Compressor surge or stall

Definitions

  • the present disclosure relates to centrifugal compressors, such as used in turbochargers, and more particularly relates to centrifugal compressors in which the effective inlet area or diameter can be adjusted for different operating conditions.
  • An exhaust gas-driven turbocharger is a device used in conjunction with an internal combustion engine for increasing the power output of the engine by compressing the air that is delivered to the air intake of the engine to be mixed with fuel and burned in the engine.
  • a turbocharger comprises a compressor wheel mounted on one end of a shaft in a compressor housing and a turbine wheel mounted on the other end of the shaft in a turbine housing.
  • the turbine housing is formed separately from the compressor housing, and there is yet another center housing connected between the turbine and compressor housings for containing bearings for the shaft.
  • the turbine housing defines a generally annular chamber that surrounds the turbine wheel and that receives exhaust gas from an engine.
  • the turbine assembly includes a nozzle that leads from the chamber into the turbine wheel.
  • the exhaust gas flows from the chamber through the nozzle to the turbine wheel and the turbine wheel is driven by the exhaust gas.
  • the turbine thus extracts power from the exhaust gas and drives the compressor.
  • the compressor receives ambient air through an inlet of the compressor housing and the air is compressed by the compressor wheel and is then discharged from the housing to the engine air intake.
  • Turbochargers typically employ a compressor wheel of the centrifugal (also known as “radial”) type because centrifugal compressors can achieve relatively high pressure ratios in a compact arrangement.
  • Intake air for the compressor is received in a generally axial direction at an inducer portion of the centrifugal compressor wheel and is discharged in a generally radial direction at an exducer portion of the wheel.
  • the compressed air from the wheel is delivered to a volute, and from the volute the air is supplied to the intake of an internal combustion engine.
  • the operating range of the compressor is an important aspect of the overall performance of the turbocharger.
  • the operating range is generally delimited by a surge line and a choke line on an operating map for the compressor.
  • the compressor map is typically presented as pressure ratio (discharge pressure Pout divided by inlet pressure Pin) on the vertical axis, versus corrected mass flow rate on the horizontal axis.
  • the choke line on the compressor map is located at high flow rates and represents the locus of maximum mass-flow-rate points over a range of pressure ratios; that is, for a given point on the choke line, it is not possible to increase the flow rate while maintaining the same pressure ratio because a choked-flow condition occurs in the compressor.
  • the surge line is located at low flow rates and represents the locus of minimum mass-flow-rate points without surge, over a range of pressure ratios; that is, for a given point on the surge line, reducing the flow rate without changing the pressure ratio, or increasing the pressure ratio without changing the flow rate, would lead to surge occurring.
  • Surge is a flow instability that typically occurs when the compressor blade incidence angles become so large that substantial flow separation arises on the compressor blades. Pressure fluctuation and flow reversal can happen during surge.
  • compressor surge may occur when the engine is operating at high load or torque and low engine speed, or when the engine is operating at a low speed and there is a high level of exhaust gas recirculation (EGR). Surge can also arise when an engine is suddenly decelerated from a high-speed condition. Expanding the surge-free operation range of a compressor to lower flow rates is a goal often sought in compressor design.
  • EGR exhaust gas recirculation
  • the present disclosure describes mechanisms and methods for a centrifugal compressor that can enable the surge line for the compressor to selectively be shifted to the left (i.e., surge is delayed to a lower flow rate at a given pressure ratio).
  • One embodiment described herein comprises a turbocharger having the following features:
  • a centrifugal compressor assembly comprising a compressor housing and a compressor wheel mounted in the compressor housing and connected to the rotatable shaft for rotation therewith, the compressor wheel having blades and defining an inducer portion, the compressor housing defining an air inlet for leading air generally axially into the inducer portion of the compressor wheel, the compressor housing further defining a volute for receiving compressed air discharged generally radially outwardly from the compressor wheel, the air inlet having an inner surface that extends for an axial length along a downstream axial direction, followed by a shroud surface that is adjacent to outer tips of the blades of the compressor wheel; and
  • a compressor inlet-adjustment mechanism disposed in the air inlet of the compressor housing and movable between an open position and a closed position.
  • the inlet-adjustment mechanism comprises a variable-geometry orifice.
  • the variable-geometry orifice in the closed position has an inner diameter that is smaller than an inner diameter of the shroud surface of the compressor housing at the inducer portion of the compressor wheel, and the variable-geometry orifice is positioned such that the effective diameter of the air inlet at the inducer portion is determined by the inner diameter of the variable-geometry orifice.
  • the variable-geometry orifice in the open position is moved such that an effective diameter of the air inlet at the inducer portion is determined by the shroud surface.
  • variable-geometry orifice comprises an annular ring formed in two semi-annular halves that are pivotable about a common axis extending transversely to the rotation axis of the compressor wheel.
  • the two halves of the ring In the closed position the two halves of the ring are substantially co-planar so as to form the annular ring.
  • the two halves In the open position the two halves are pivoted in opposite directions so that the halves no longer form an annular ring.
  • variable-geometry orifice comprises concentric outer and inner annular rings each formed in two semi-annular halves, all four of the halves being pivotable about a common axis extending transversely to the rotation axis of the compressor wheel.
  • the two halves of the outer ring are substantially co-planar so as to form the outer annular ring and the two halves of the inner ring are substantially co-planar so as to form the inner annular ring, such that the effective diameter of the air inlet at the inducer portion of the compressor wheel is dictated by the inner diameter of the inner annular ring.
  • the orifice has a partially open position in which the two halves of the inner annular ring are pivoted in opposite directions so that the halves no longer form the inner annular ring, but the two halves of the outer annular ring are still co-planar to form the outer annular ring, such that the effective diameter of the air inlet at the inducer portion of the compressor wheel is dictated by the inner diameter of the outer annular ring.
  • the orifice has a fully open position in which the two halves of the inner annular ring are pivoted in opposite directions so that the halves no longer form the inner annular ring, and in which the two halves of the outer annular ring are pivoted in opposite directions so that the halves no longer form the outer annular ring, such that the effective diameter of the air inlet at the inducer portion of the compressor wheel is dictated by the shroud surface of the compressor housing.
  • variable-geometry orifice comprises a first annular ring that has a first inner diameter and that lies in a plane and is pivotable about a pivot axis extending transversely to a rotation axis of the compressor wheel, and a second annular ring that lies in a plane angularly displaced about said pivot axis from the plane of the first annular ring and that has a second inner diameter larger than that of the first annular ring.
  • the first and second annular rings are pivotable as a unit about said pivot axis.
  • the plane in which the first annular ring lies is perpendicular to the rotation axis of the compressor wheel such that the effective diameter of the air inlet at the inducer portion of the compressor wheel is dictated by the first inner diameter of the first annular ring.
  • the annular rings are pivoted about said pivot axis such that the plane in which the second annular ring lies is perpendicular to the rotation axis such that the effective diameter of the air inlet at the inducer portion of the compressor wheel is dictated by the second inner diameter of the second annular ring.
  • variable-geometry orifice comprises a plurality of arcuate part-ring segments that collectively form a full annular ring, the segments being movable radially inwardly and outwardly.
  • the segments In the closed position the segments are moved radially inwardly to form the annular ring, such that the effective diameter of the air inlet at the inducer portion of the compressor wheel is dictated by the inner diameter of the annular ring.
  • the segments In the open position the segments are moved radially outwardly, such that the effective diameter of the air inlet at the inducer portion of the compressor wheel is dictated by the shroud surface of the compressor housing.
  • FIG. 1 is a perspective view of a turbocharger, with a portion of the compressor housing cut away to show internal details, in accordance with one embodiment of the invention, wherein the inlet-adjustment mechanism is in the closed position;
  • FIG. 2 is an axial cross-sectional view of the turbocharger of FIG. 1 , with the inlet-adjustment mechanism in the closed position;
  • FIG. 2A is an exploded view of a portion of the inlet-adjustment mechanism in accordance with the embodiment of FIG. 1 ;
  • FIG. 2B is a perspective view of the portion of the inlet-adjustment mechanism in the closed position (i.e., with trim reduction);
  • FIG. 2C is similar to FIG. 2B , showing the open position of the inlet-adjustment mechanism (i.e., with no trim reduction);
  • FIG. 3 is a view similar to FIG. 1 , but with the inlet-adjustment mechanism in the open position;
  • FIG. 4 is view similar to FIG. 2 , but with the inlet-adjustment mechanism in the open position;
  • FIG. 5 is a perspective view of a turbocharger, with a portion of the compressor housing cut away to show internal details, in accordance with another embodiment of the invention, wherein the inlet-adjustment mechanism is in the closed position;
  • FIG. 6 is an axial cross-sectional view of the turbocharger of FIG. 5 , with the inlet-adjustment mechanism in the closed position;
  • FIG. 6A is a perspective view of the inlet-adjustment mechanism in accordance with the embodiment of FIG. 5 , in the closed position (i.e., maximum trim reduction);
  • FIG. 6B is similar to FIG. 6A , showing the inlet-adjustment mechanism in a partially open position (i.e., intermediate trim reduction);
  • FIG. 6C is similar to FIGS. 6A and 6B , with the inlet-adjustment mechanism in a fully open position (i.e., no trim reduction);
  • FIG. 7 is a view similar to FIG. 5 , but with the inlet-adjustment mechanism in the partially open position;
  • FIG. 8 is a view similar to FIG. 6 , with the inlet-adjustment mechanism in the partially open position;
  • FIG. 9 is a view similar to FIG. 5 , but with the inlet-adjustment mechanism in the fully open position;
  • FIG. 10 is a view similar to FIG. 6 , with the inlet-adjustment mechanism in the fully open position;
  • FIG. 11 is a perspective view of a turbocharger, with a portion of the compressor housing cut away to show internal details, in accordance with a further embodiment of the invention, wherein the inlet-adjustment mechanism is in the closed position;
  • FIG. 12 is an axial cross-sectional view of the turbocharger of FIG. 11 , with the inlet-adjustment mechanism in the closed position;
  • FIG. 13 is a perspective view of a turbocharger, with a portion of the compressor housing cut away to show internal details, in accordance with a still further embodiment of the invention, wherein the inlet-adjustment mechanism is in the closed position;
  • FIG. 13A is a perspective view of the rotatable actuator ring and ring segments, in the closed position
  • FIG. 14 is an axial cross-sectional view of the turbocharger of FIG. 13 , with the inlet-adjustment mechanism in the closed position;
  • FIG. 15 is a view similar to FIG. 13 , with the inlet-adjustment mechanism in the open position;
  • FIG. 15A is a view similar to FIG. 13A , in the open position.
  • FIG. 16 is a view similar to FIG. 14 , with the inlet-adjustment mechanism in the open position.
  • a turbocharger 10 in accordance with one embodiment of the invention is illustrated in cross-sectional view in FIG. 2 , and in perspective view in FIG. 1 .
  • the turbocharger comprises a compressor 12 having a compressor wheel or impeller 14 mounted in a compressor housing 16 on one end of a rotatable shaft 18 .
  • the compressor housing defines an air inlet 17 for leading air generally axially into the compressor wheel 14 .
  • the shaft 18 is supported in bearings 19 mounted in a center housing 20 of the turbocharger.
  • the shaft 18 is rotated by a turbine wheel 22 mounted on the other end of the shaft 18 from the compressor wheel, thereby rotatably driving the compressor wheel, which compresses air drawn in through the compressor inlet and discharges the compressed air generally radially outwardly from the compressor wheel into a volute 21 for receiving the compressed air. From the volute 21 , the air is routed to the intake of an internal combustion engine (not shown) for boosting the performance of the engine.
  • the compressor housing 16 defines a shroud surface 16 s that is closely adjacent to the radially outer tips of the compressor blades.
  • the shroud surface 16 s defines a curved contour that is generally parallel to the contour of the compressor wheel.
  • the shroud surface 16 s has a diameter that is slightly greater than the diameter of the inducer portion 14 i.
  • the turbocharger further includes a turbine housing 24 that houses the turbine wheel 22 .
  • the turbine housing defines a generally annular chamber 26 that surrounds the turbine wheel and that receives exhaust gas from the internal combustion engine for driving the turbine wheel.
  • the exhaust gas is directed from the chamber 26 generally radially inwardly through a turbine nozzle 28 to the turbine wheel 22 .
  • the gas As the exhaust gas flow through the passages between the blades 30 of the turbine wheel, the gas is expanded to a lower pressure, and the gas discharged from the wheel exits the turbine housing through a generally axial bore 32 therein.
  • the compressor of the turbocharger includes an inlet-adjustment mechanism 100 disposed in the air inlet 17 of the compressor housing and movable between an open position ( FIGS. 3 and 4 ) and a closed position ( FIGS. 1 and 2 ).
  • the inlet-adjustment mechanism comprises variable-geometry orifice 110 .
  • variable-geometry orifice in the closed position has an inner diameter d or , that is smaller than an inner diameter of the shroud surface 16 s of the compressor housing at the inducer portion of the compressor wheel, and the variable-geometry orifice in the closed position is positioned such that the effective diameter of the air inlet at the inducer portion is determined by the inner diameter d or of the variable-geometry orifice.
  • the variable-geometry orifice in the open position is moved away from the inducer portion 14 i such that an effective diameter of the air inlet at the inducer portion is determined by the shroud surface 16 s.
  • variable-geometry orifice 110 is spaced upstream of the inducer 14 i of the compressor wheel 14 by as small a distance as practicable so as to maximize the effect of the orifice on the effective diameter of the air inlet at the inducer portion.
  • variable-geometry orifice 110 comprises an annular ring 120 formed in two semi-annular halves 120 a and 120 b that are pivotable about a common axis A ( FIG. 1 ) extending transversely to the rotation axis of the compressor wheel (i.e., the axis of the shaft 18 ).
  • the ring half 120 a is attached to axles 122 a and 123 a at diametrically opposite positions of the ring half.
  • the other ring half 120 b is attached to axles 122 b and 123 b at diametrically opposition positions of the ring half.
  • the axle 122 a has a central bore in which the axle 122 b is received so that the axle 122 b can rotate in that bore.
  • the axle 123 b has a central bore in which the axle 123 a is received so that the axle 123 a can rotate within that bore.
  • the axle 122 a at its radially outer portion has a gear 122 ag that engages a gear 126 ag on a rotatable actuator ring 126 disposed adjacent to the axle 122 a , and the axle gear 122 ag is meshed with the ring gear 126 ag .
  • the axle gear 122 ag extends circumferentially for a sufficient angular extent so that it remains meshed with the ring gear 126 ag throughout a 90-degree rotation of the ring half 120 a , which is effected by rotating the actuator ring 126 about its central axis.
  • the axle 123 b at its radially outer portion has a gear 123 bg that engages a gear 126 bg on the rotatable actuator ring 126 disposed adjacent to the axle 123 b , and the axle gear 123 bg is meshed with the ring gear 126 bg .
  • the axle gear 123 bg extends circumferentially for a sufficient angular extent so that it remains meshed with the ring gear 126 bg throughout a 90-degree rotation of the ring half 120 b , which is effected by rotating the actuator ring 126 about its central axis.
  • FIG. 2B when the actuator ring 126 is rotated in one direction, the ring halves 120 a and 120 b are pivoted to the closed position.
  • the actuator ring is rotated in the other direction as in FIG. 2C , the ring halves are pivoted to the open position.
  • the two halves 120 a,b of the ring are substantially co-planar so as to form the annular ring 120 .
  • the orifice 110 defines the inner diameter d or so that the effective inlet diameter into the inducer portion 14 i is reduced relative to what it would be without the orifice present.
  • the two halves 120 a,b are pivoted in opposite directions so that the halves no longer form an annular ring.
  • the ring halves present a relatively small impediment to the flow and therefore the flow fills the entire inlet 17 so that the effective inlet diameter is dictated by that of the shroud surface 16 s of the compressor housing.
  • the rings are oriented parallel to the flow in the inlet.
  • the configuration of the rings should be optimized in order to minimize losses.
  • the rings can be designed to be thin at their outer and inner diameters (TE & LE when parallel to flow), to minimize flow separation and distortion at the wheel inlet.
  • the inlet-adjustment mechanism 100 can be placed in the closed position of FIGS. 1, 2, and 2B . This can have the effect of reducing the effective inlet diameter and thus of increasing the flow velocity into the compressor wheel. The result will be a reduction in compressor blade incidence angles, effectively stabilizing the flow (i.e., making blade stall and compressor surge less likely). In other words, the surge line of the compressor will be moved to lower flow rates (to the left on a map of compressor pressure ratio versus flow rate).
  • the inlet-adjustment mechanism 100 can be opened as in FIGS. 2C, 3, and 4 .
  • the compressor regains its high-flow performance and choke flow essentially as if the inlet-adjustment mechanism were not present and as if the compressor had a conventional inlet matched to the wheel diameter at the inducer portion of the wheel.
  • FIGS. 5-10 A second embodiment of the invention is illustrated in FIGS. 5-10 .
  • the turbocharger 10 ′ of the second embodiment is generally similar to the first embodiment described above, except for the configuration of the inlet-adjustment mechanism 200 .
  • the inlet-adjustment mechanism 200 of the second embodiment comprises a variable-geometry orifice that essentially includes two annular rings, namely an outer ring 220 and an inner ring 224 each of which is formed in two halves, all of the ring halves being pivotable about a common axis extending transversely to the rotation axis of the compressor wheel, similar to the first embodiment above.
  • the outer ring 220 is formed in two halves 220 a and 220 b .
  • the ring half 220 a is attached to axles 222 a and 223 a at diametrically opposite positions of the ring half.
  • the other ring half 220 b is attached to axles 222 b and 223 b at diametrically opposition positions of the ring half.
  • the axle 222 a has a central bore in which the axle 222 b is received so that the axle 222 b can rotate in that bore.
  • the axle 223 b has a central bore in which the axle 223 a is received so that the axle 223 a can rotate within that bore.
  • the axle 222 a at its radially outer portion has a gear 222 ag that engages a gear 226 ag on a rotatable first actuator ring 226 disposed adjacent to the axle 222 a , and the axle gear 222 ag is meshed with the ring gear 226 ag .
  • the axle gear 222 ag extends circumferentially for a sufficient angular extent so that it remains meshed with the ring gear 226 ag throughout a 90-degree rotation of the ring half 220 a , which is effected by rotating the first actuator ring 226 about its central axis.
  • the axle 223 b at its radially outer portion has a gear 223 bg that engages a gear 226 bg on the first actuator ring 126 disposed adjacent to the axle 223 b , and the axle gear 223 bg is meshed with the ring gear 226 bg .
  • the axle gear 223 bg extends circumferentially for a sufficient angular extent so that it remains meshed with the ring gear 226 bg throughout a 90-degree rotation of the ring half 220 b , which is effected by rotating the first actuator ring 226 about its central axis.
  • the two halves 224 a and 224 b of the inner ring 224 are similarly actuated by a second actuator ring 228 that has gears 228 ag and 228 bg respectively engaged with gears 225 ag and 227 bg formed on axles 225 a and 227 b respectively attached to the ring halves 224 a and 224 b .
  • the axle 225 a is received in a central bore of the axle 222 b and it rotatable therein
  • the axle 227 b is received in a central bore of the axle 223 a and is rotatable therein.
  • FIG. 6B when the first actuator ring 226 is rotated in one direction, the inner ring halves 224 a and 224 b are pivoted to their open position; rotating the ring 226 in the other direction pivots the ring halves 224 a,b to their closed position as in FIG. 6A .
  • FIG. 6C when the second actuator ring 228 is rotated in one direction, the outer ring halves 220 a and 220 b are pivoted to their open position; rotating the ring 226 in the other direction pivots the ring halves 220 a,b to their closed position as in FIG. 6A .
  • the two halves 220 a,b of the outer ring are substantially co-planar so as to form the outer ring 220
  • the two halves 224 a,b of the inner ring are substantially co-planar so as to form the inner ring 224
  • the two rings 220 and 224 act as a single ring having an inner diameter d in equal to that of the inner ring 224 .
  • the orifice as a whole has the inner diameter d in so that the effective inlet diameter into the inducer portion 14 i is dictated by the inner diameter of the inner ring. This is the maximum trim reduction position.
  • This embodiment also enables a partially open position (i.e., intermediate trim reduction) of the inlet-adjustment mechanism, as illustrated in FIGS. 6B, 7, and 8 .
  • the partially open position is characterized by the halves 224 a,b of the inner ring being pivoted in opposite directions so that they no longer form an annular ring, while the halves 220 a,b of the outer ring are still co-planar and form the outer ring.
  • the halves of the inner ring thus no longer form a significant impediment to flow because they are generally aligned with the flow, and therefore the orifice diameter is defined by the inner diameter d out of the outer ring, as best seen in FIG. 8 .
  • the effective inlet diameter into the inducer portion 14 i thus is dictated by d out .
  • the two inner ring halves 220 a,b are pivoted in opposite directions so that the halves no longer form the inner ring, and the two outer ring halves 224 a,b are also pivoted in opposite directions so they no longer form the outer ring.
  • the ring halves present a relatively small impediment to the flow and therefore the flow fills the entire inlet 17 so that the effective inlet diameter is dictated by that of the shroud surface 16 s of the compressor housing.
  • the inlet-adjustment mechanism 200 can be placed in the closed position of FIGS. 5, 6, and 6A . This can have the effect of reducing the effective inlet diameter and thus of increasing the flow velocity into the compressor wheel. The result will be a reduction in compressor blade incidence angles, effectively stabilizing the flow (i.e., making blade stall and compressor surge less likely). In other words, the surge line of the compressor will be moved to lower flow rates (to the left on a map of compressor pressure ratio versus flow rate).
  • the inlet-adjustment mechanism 200 can be partially opened as in FIGS. 6B, 7, and 8 . This can have the effect of reducing the effective inlet diameter to correspond to the outer ring diameter, and thus of increasing the flow velocity into the compressor wheel. The result will be a reduction in compressor blade incidence angles, effectively stabilizing the flow at the compressor.
  • the inlet-adjustment mechanism can be fully opened as in FIGS. 6C, 9, and 10 .
  • the compressor regains its high-flow performance and choke flow essentially as if the inlet-adjustment mechanism were not present and as if the compressor had a conventional inlet matched to the wheel diameter at the inducer portion of the wheel.
  • the two concentric orifice rings 220 , 224 provide three different trim settings for the compressor.
  • FIGS. 11-12 A third embodiment of the invention is depicted in FIGS. 11-12 .
  • the turbocharger 10 ′′ of the third embodiment is generally similar to that of the first and second embodiments, differing primarily in the structure of the inlet-adjustment mechanism 300 .
  • the inlet-adjustment mechanism of the third embodiment is a variable-geometry orifice having a rigid one-piece inner ring 320 joined to a rigid one-piece outer ring 324 so that the respective planes in which the two rings lie are angularly displaced from one another.
  • the angular displacement is substantially 90 degrees, but it is not essential that the displacement be 90 degrees; it is only required that the displacement be sufficiently large so that when one of the rings has its plane perpendicular to the compressor wheel's axis, the other ring does not present any significant impediment to the air flow and thus does not act as an orifice.
  • a displacement of 90 degrees is advantageous in that the inactive ring will be aligned with the flow and thus will cause the least flow disturbance.
  • the two joined rings 320 , 324 are attached to axles 322 that are pivotable within bores formed in a support member 326 .
  • the orifice structure thus is pivotable about the axis defined by the axles.
  • the inner ring 320 defines an inner diameter that is smaller than that of the outer ring 324 , and both rings' inner diameters are smaller than the diameter of the compressor shroud surface 16 s .
  • the inner diameter of the inner ring determines the orifice diameter.
  • variable-geometry orifice 300 When the structure is pivoted to place the outer ring 324 perpendicular to the flow (not illustrated), it is the outer ring that sets the orifice diameter, which is larger than that provided by the inner ring. Thus, two different effective inlet diameters can be provided by the variable-geometry orifice 300 .
  • the ring is set parallel to the flow in the open position and perpendicular to the flow in the closed position.
  • a further variation is to include multiple concentric one-piece rings that are independently pivotable about a common axis (similar to the embodiment of FIGS. 5-10 ), each ring being pivotable between positions parallel to and perpendicular to the flow. There can be two or more of such concentric one-piece rings.
  • FIGS. 13-16 a fourth embodiment of the invention is illustrated in FIGS. 13-16 .
  • the turbocharger 10 ′′′ of the fourth embodiment is generally similar to that of the previous embodiments, differing primarily in the structure and function of the variable-geometry orifice 400 .
  • the variable-geometry orifice 400 comprises a plurality of arcuate part-ring segments 402 that collectively form a full annular ring 404 .
  • the segments are movable radially inwardly and outwardly between a closed position and an open position. In the closed position the segments are moved radially inwardly to form the annular ring 404 such that the effective diameter of the air inlet at the inducer portion of the compressor wheel is dictated by the inner diameter of the annular ring.
  • the segments 402 can be actuated to move between the open and closed positions by any suitable mechanism.
  • the segments 402 can move within an annular track 408 and arms 406 can be attached to the segments, the arms extending radially outwardly from the segments for engagement in slots 412 defined in a rotatable actuator ring 410 .
  • Rotation of the ring 410 causes the arms 406 to travel along the slots 412 , which vary in radius in the circumferential direction, such that radial movement is imparted to the arms 406 and hence to the segments 402 .
  • the segments 402 By rotating the ring 410 in one direction, the segments 402 are moved radially inwardly; rotating the ring in the opposite direction moves the segments radially outwardly.
  • FIGS. 13 and 14 The closed position of the variable-geometry orifice is shown in FIGS. 13 and 14 , and the open position is shown in FIGS. 15 and 16 .

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  • Engineering & Computer Science (AREA)
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  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • General Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Supercharger (AREA)
US14/573,603 2014-12-17 2014-12-17 Adjustable-trim centrifugal compressor, and turbocharger having same Active 2035-09-10 US9708925B2 (en)

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US14/573,603 US9708925B2 (en) 2014-12-17 2014-12-17 Adjustable-trim centrifugal compressor, and turbocharger having same
EP15199426.6A EP3043045B1 (en) 2014-12-17 2015-12-10 Turbocharger with adjustable-trim centrifugal compressor
EP18172496.4A EP3392483A1 (en) 2014-12-17 2015-12-10 Turbocharger with adjustable-trim centrifugal compressor
CN201510941855.9A CN105715360B (zh) 2014-12-17 2015-12-16 配平可调式离心压缩机和具有该压缩机的涡轮增压器

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US14/573,603 US9708925B2 (en) 2014-12-17 2014-12-17 Adjustable-trim centrifugal compressor, and turbocharger having same

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US9683484B2 (en) * 2015-03-10 2017-06-20 Honeywell International Inc. Adjustable-trim centrifugal compressor, and turbocharger having same
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DE102017216327A1 (de) * 2017-09-14 2019-03-14 Continental Automotive Gmbh Radialverdichter mit einem Irisblendenmechanismus für eine Aufladevorrichtung eines Verbrennungsmotors, Aufladevorrichtung und Lamelle für den Irisblendenmechanismus
DE102017216323A1 (de) * 2017-09-14 2019-03-14 Continental Automotive Gmbh Verdichter für eine Aufladevorrichtung einer Brennkraftmaschine und Aufladevorrichtung für eine Brennkraftmaschine
PL423333A1 (pl) 2017-11-01 2019-05-06 Szymanski Piotr Kartridż do zmiany przekroju wlotu kompresora
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DE102018209558A1 (de) 2018-06-14 2019-12-19 BMTS Technology GmbH & Co. KG Radialverdichter
DE102018211094A1 (de) * 2018-07-05 2020-01-09 Volkswagen Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine, Brennkraftmaschine und Kraftfahrzeug
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EP3647601B1 (en) 2018-11-05 2022-10-19 Volkswagen Aktiengesellschaft Adjustment mechanism for an inlet flow section of a compressor wheel of a turbocharger
US20220178377A1 (en) * 2019-03-19 2022-06-09 Mitsubishi Heavy Industries Engine & Turbocharger, Ltd. Centrifugal compressor and turbocharger
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CN105715360A (zh) 2016-06-29
EP3043045B1 (en) 2018-06-20
EP3043045A2 (en) 2016-07-13
EP3043045A3 (en) 2016-11-02

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